Electrical speed controller



June 6,1944. 1mm 2,350,431

ELECTRICAL SPEED CONTROLLER Filed Jan. 11;1943

. INVENTDR. 61.19am: ILYnrrsn. v BX KTTURNEX =ifold to the enginePatented June 6, 1944 UNITED STATES PATENT OFFICE ELECTRICAL SPEEDCONTROLLER Claude A. Vatter, Long Beach, Calif. Application January 11,1943, Serial No. 471,998

Claims.

This invention relates to an electrical vehicle speed controller andbrake wherein the fuel supply to the engine is governed by the speed ofthe vehicle and overspeeding of the vehicle will cause the controller tofirst partially shut off the fuel supply to the engine, and then onfurther increasing the speed of the vehicle, a throttle valve in theintake manifold is entirely closed to provide a braking action on theengine.

An object of my invention is to provide a novel electrical speedcontroller and brake in which a separate control valve in the manifoldis opened and closed by electrical means, such as a solenoid. Theelectrical means in turn is controlled by a speed sensitive device, thespeed sensitive device controlling a switch means.

A further object is to provide a novel electrical speed controller andbrake in which one solenoid operates a control valve in the intakemanifold, this solenoid being controlled by a speed sensitive deviceoperating through a switch; and a second solenoid operating tocompletely close the throat of the intake manifold through this samevalve, the second solenoid also being controlled from the same speedsensitive device, and through another switch.

Other objects, advantages, and features of invention may appear from theaccompanying drawing, the subjoined detailed description, and theappended claims.

In the drawing:

Figure 1 is a diagrammatic side elevation of a motor with my electricalspeed controller mounted thereon.

Figure 2 is a top plan view of my controller with parts broken away toshow the solenoids, and also a cover removed to show the switches.

Figure 3 is a transverse sectional view of my electrical speedcontroller.

Figure 4 is a longitudinal sectional view of one of the solenoids.

Figure 5 is a wiring diagram of the electrical portion of my invention.

Referring more particularly to the drawing, my vehicle speed controllerand brake effectively controls the maximum speed of a vehicle withinclose limits by reason of a two-fold action of the speed sensitivedevice. The speed sensitive device first operates through a switch andthence to one solenoid to partially close the intake manby permitting aslight by-pass of fuel similar to the idling speed requirements of anengine, that is, the control valve is partially closed. If the speed ofthe vehicle further increases, as for example, going down a long hill,the speed sensitive device further operates to actuate through anotherswitch and a second solenooid to completely close the control valve inthe intake manifold, thus effectively braking the engine and, therefore,the vehicle.

The speed controller I is mounted between the carburetor 2 and theintake manifold 3, of an engine. The speed controller is also mountedabove the usual manually controlled throttle valve which is present inall gasoline engines. The speed sensitive device of my controller isdriven from the drive shaft, transmission, or wheels of the vehicle, aswill be further described. My device comprises a fitting 4 which ismounted in the manifold above the usual manual throttle valve and issuitably flanged so that it may be bolted to the usual flanges found onthe manifold of a vehicle engine, substantially as shown. A controlvalve 5 is mounted in the passage 6 of the fitting on a shaft 1. Thisshaft is journaled in the fitting and extends horizontally and projectsout of the fitting at each end. Arms 8 and 9 are fixedly formed ormounted one on each end of the shaft I for the purpose of rotating theshaft as will be further described.

A solenoid I0 is mounted on one side of the fitting 4, and this solenoidincludes a plunger II which is movable horizontally when the solenoid I0is energized in a manner which is well known. A link I2 connects theplunger l l and the arm 8, and is pivoted to the plunger and the arm forthe purpose of rotating the shaft 1 when the plunger II is actuated. Anelongated slot I3 in the link l2 enables the shaft 1 to be furtherrotated in a direction to further close the control valve 5 when thesecond solenoid I4 is actuated. This second solenoid is also mounted onthe fitting 4 and preferably on the side opposite the solenoid ID. Thissecond solenoid is also provided with a plunger l5 which in turn isconnected by means of a link [6 to the arm 9. The throw of the plunger His controlled by means of a setscrew l1 which extends into one end ofthe solenoid ID. A spring 18 engages the plunger l5 urging this plungeroutwardly and thus tending to return the valve 5 to its open position.The speed sensitive device l9 consists of a plurality of balls 20 whichmove outwardly on a rotating plate 2| under the urge of centrifugalforce. The balls move outwardly on an inclined track, thus causing theballs to move upwardly as they are thrown outwardly by centrifugalforce. The plate 2| is rotated by a flexible shaft 22, the shaft beingdriven from the transmission of the vehicle, or the drive shaft, wheel,as may be desired.

A disc 23 is mounted above the balls 20 and is engageable by these ballsas they move vertically, thus causing this disc to rise. A pair ofswitches 24--25 are mounted immediately above the disc 23, and theseswitches are actuated by the disc as said disc moves vertically. Theswitches 24-25 may be of the mercurytumble type, or may be of the directcontact type, if desired. One terminal from each of the switches isconnected to a battery 26, and this battery in turn is connected to oneend of the coils of the solenoids i and I4, substantially as shown inFigure 5. The second terminal of the switch 24 is connected to the otherend of the solenoid l0, and the second contact of the switch 25 isconnected to the other end of the solenoid l4, thus it will be seen thatthe switch 24 controls the solenoid l9, while the switch 25 controls thesolenoid l4. Now, if the disc 23 is moved vertically under the urge ofthe balls 20, the switch 24 will first be contacted and actuated. If theswitch 24 is closed the solenoid I0 is actuated and thereupon theplunger H of this solenoid moves inwardly into its coil, and the shaft 1is rotated to move the control valve 5 into partially closed position.If the speed of the vehicle continues to increase, the balls will bemoved further outwardly and upwardly, thus further raising the disc 23'and thereupon the second switch 25 is contacted and actuated. Thesolenoid i4 is now energized. This causes the plunger IE to moveinwardly thereupon further rotating the shaft 7 and completely closingthe control valve 5. This further rotation of the shaft 1 is permittedwithout disturbing the plunger I! because of the slot l3. When the speedof the vehicle decreases, the balls 2!] will roll inwardly, thus openinfirst the switch 25 (because of its tumble action), thereafter the coilspring l8 pushes the plunger I5 outwardly and the valve 5 is partlyopened. If the speed of the vehicle further decreases, the switch 24 isopened in the same manner as the switch 25. The solenoid i0 is thusdeenergized, and the coil spring it? can function to completely openthe'valve 5.

Having described my invention, I claim:

1. An electrical speed controller for a motor vehicle comprising avalve, adapted to be conor the wheels, or a nected with the fuel intakeof the engine of the vehicle, a speed sensitive device of thecentrifugal type, drive means for said speed sensitive device extendingfrom a rotary element of the vehicle thereto and rotating said speedsensitive device at speed variations corresponding to those at which thevehicle operates, a tumble switch mounted adjacent to and opened andclosed by action of the speed sensitive device, a solenoid, saidsolenoid being operatively connected to the valve and adapted to partlyclose the same, a second tumble switch mounted adjacent the speedsensitive device, said second switch being engageable and operable bythe speed sensitive device after the first switch has been. actuated, asecond solenoid, the second switch being electrically connected to thesecond solenoid, said second solenoid being operably connected to thevalve and adapted to completely close said valve.

2. An electrical speed controller for a motor vehicle comprising avalve, adapted for connection with the fuel intake of the engine of thevehicle, a speed sensitive device of the centrifugal type, drive meansfor said speed sensitive device extending from a rotary element of thevehicle thereto, said speed sensitiv device being driven at speedvariations corresponding to those at which the vehicle operates, atumble switch mounted adjacent the speed sensitive device and actuatedthereby, a solenoid, said solenoid being operatively connected to thevalve and adapted to partly close the same, a second tumble switchmounted adjacent the speed sensitive device, said second switch beingengage-able and operable by the speed sensitive device after the firstswitch has been actuated, a second solenoid, the second switch beingelectrically connected to the second solenoid, said second solenoidbeing operably connected to the valve and adapted to completely closesaid valve, the first solenoid being connected to said valve with alost-motion connection.

3. In a speed controller for a motor vehicle, a valve body adapted to bemounted between a fuel source and the fuel intake of the engine of thevehicle and formed with a fuel passage, a valve member for closing saidpassage having a shaft rotatably mounted across the passage and havingcrank arms at its ends, solenoids at opposite sides of said body eachhaving a slidable core operatively connected with the companion crankarm by a link pivoted to the core and the crank arm, means for limitingsliding of the core of one solenoid and thereby limiting closing of thevalve member when said solenoid is energized the link for the core ofthe said solenoid being slidable longitudinally of the core thereof topermit complete closing of the valve member when the other solenoid isenergized, and switch means car ied by id b dy and actuated from arotary element of the vehicle for energizing the first solenoid andpartially closing the fuel passage when the Vehicle is moving atpredetermined speed and afterwards energizing the second solenoid tocompletely close the fuel passage when the speed of the vehicle hasincreased to a predetermined rate.

4. In a speed controller a valve body adapted to be mounted between afuel source and the fuel intake of the engine of the Vehicle and formedwith a fuel passage, a valve member for closing said passage having ashaft rotatably mounted across the passa and having crank arms at itsends, solenoids at opposite sides of said body each having a slidablecore operatively connected with the companion crank arm by a linkpivoted to the core and the crank arm, means for limiting closing of thevalve member when the solenoid is energized, the link for the core ofthe said solenoid being slidable longitudinally of thecorethereof topermit complete closing of the valve'member when the other solenoid isenergized, said body being formed with a chamber spaced from the fuelpassage, a speed sensitive device of the centrifugal type in saidchamber having a drive shaft rotated from a rotary element of th vehicleat speed variations corresponding to the speed of the vehicle, andswitch means actuated by said speed sensitive device for firstenergizing the first mentioned solenoid when the vehicle attains apredetermined speed'and partially closing the fuel passage and afterwardenergizing the second solenoid to completely close the fuel passage whenthe speedofthe vehicle advances to a predetermined higher rate of speed.I i

5. In a speed controller for a motor vehicle,

for a motor vehicle,

a valve body adapted to be mounted between a fuel source and the fuelintake of the engine of the vehicle and formed with a fuel passage, avalve member for closing said passage having a shaft rotatably mountedacross the passage and having crank arms at its ends, solenoids atopposite sides of said body each having a slidable core operativelyconnected with. the companion crank arm by a link pivoted to the coreand the crank arm, means for limiting sliding of the core of onesolenoid and thereby limiting closing of the valve member when thesolenoid is energized, the link for the core of the said solenoid beingslidable longitudinally of the core thereof to permit complete closingof the valve chamber when the other solenoid is energized, said bodybeing formed with a chamber spaced from the fuel passage, a speedsensitive device of the centrifugal type in said chamber having a driveshaft rotated from a rotary element of the vehicle at speed varia tionscorresponding to the speed of the vehicle, a cover for said chamber, andswitche carried by said cover and suspended therefrom within the chamberover the speed sensitive device, one switch being in position forinitial actuation by the speed sensitive device to energize the firstsolenoid and partially close the fue1 passage when the vehicle attains apredetermined speed and the other switch being in position to beafterward actuated and energize the second solenoid to completely closethe fuel passage when the speed of the vehicle advances to apredetermined higher rate of speed.

CLAUDE A. VATTER.

